Cross-head



(No Model.) I

L. H. KENYON.

CROSS HEAD.

No. 409,290.v Patented Aug.. 20, 1889.,

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Guess-HEAD.

SPECIFICATION forming part Of Letters Patent No. 409,290, dated August 20, 188'9.

Application filed August 25, 1888. Serial'No. 283,720. (No model.)

To @ZZ whom it may concern:

Be it known that I, .LOWELL II. KENYON, a citizen of the United States, residing at Allegheny, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Gross-Heads; and I do declare the following' to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this speciiication.

My invention relates to steam-engines, and has reference specially to the cross-head. The wear upon the cross-head gibs is sustained by either the upper or the lower gib only, according to the direction in which the engine is ruiming. In a locomotive which runs for the most part in a forward direction the effect of the inclinationof the connecting-rod is to cause the cross-head to press upward, when propelled by steam, when making either the forward or the backward stroke. rlhis brings the wear upon the upper gib. Vith the increase in boiler-pressures and the larger cylinders now coming into use, the pressure on the cross-head gibs is becoming much greater than heretofore, and consequently it is necessary to provide a larger wearing-surface to keep the friction down to the proper limit and prevent excessive wear and heating. A better mode of oiling the gibs and guides is also desirable. Both of these objects I have aimed to accomplish in myimproved crossever, sustain the thrust of the connectin g-rod, and as their combined bearing-surfaces are nearly double the area of the single gib ordif and well-known.

narily used, it is evident that the wear per square inch is reduced by nearly one-half and the friction is similarly greatly lessened. I also provide the gibs and guides with oil holes and chambers, wherebythe oil is more evenly distributed, is fed from the top gib through to the bottom gib and thence to the cross-head pin, and the guides are kept oiled when the engine is at rest.

In the drawings, Figure I is a vertical longitudinal section of a two-bar guide and a cross-head embodying my improvements. Fig. 2 is a cross-section thereof through the crosshead pin, and the other figures are detail views of the gibs.

The same letters refer to the same parts in all the figures.

The guide consists of two bars A and B, rectangular in cross-section and held in their relative positions in the Ausual manner. The cross-head C is provided with a socket for the piston-rod D and with two depending cheeks or jaws, between which the end of the conl'iecting-rod E is held by the cross-head pin F, as usual. rlhe cross-head has also two upwardly-extending cheeks c c, which may be either cast integral with the cross-head or bolted to it, both constructions being common These cheek-pieces inclose the lower guide-bar B and terminate just below the upper guide-bar A, or may be made to extend up by either side of it. The gibs G II I are fitted to lie snugly between the cheek-pieces c c, proj ecting at each end, where they are provided with a lip or flange g he, to

`prevent endwise movement in the cross-head.

The top gib G and the middle gib Il are separated by a block or a filling-piece K, preferably of cast-iron, which is held in place by bolts k passed through the cheek-pieces c c.

On each gib G Il is a transverse rib G H', which may project far enough from the backs of the gibs to meet, in which case two blocks K would be necessary-one on each side of the ribs. As shown, however, the ribs do not meet, and the middle of the block K is cut away above and below to .fit the ribs. The lips g 7L engage with the ends of the block K, as shown. The bottom gib I rests upon the body of the cross-head, and at its middle is a deep transverse rib I', which projects down IOO through an aperture in the cross-head into the space between the depending cheeks that receive the connecting-rod.

In each of the ribs G H I is formed a chamber for oil. The chamber in the gib Gr has a narrow mout-h g extending transverse of the gib. In its bottom are one or more holes g2, which register with similar holes k passing through the block K, and communicate with the open oil-chamber formed in the rib H. In the bottom of this oil-chamber are one or more holes h', which allow the oil to escape and lubricate the upper surface of the lower guide-bar B. At suitable points in this guide-bar are drilled oilways b, through which the oil can pass to the bottom gib I. From this it enters a chamber in the rib I through the narrow transverse mouth t, escaping through a single hole i2, which isjarranged to discharge the oil into the mouth of an oil-cup E', located upon the end of the connecting-rod E and supplying oil to the cross-head pin F.

In order to provide for oiling theguides immediately upon starting the engine, I form in the bearing-surfaces of the top and bottom gibs one or more shallow transverse depressions L. When the engine is at rest, the oil will collect in these depressions in sufficient quantity to lubrioate the guides effectively when the engine is started.

The gibs are adjusted to bear evenly upon the guide-bars, and the wear is compensated for by means of shims slipped between gibs and the block K.

Suitable oil-holes may be formed through the cheek-pieces c c, to feed oil to the chambers and to the oil-cup E.

I do not in this application make any claim to the lubricating devices hereinbefore described, they being reserved to form the subject-matter of a separate application.

I-Iaving thus described my invention, what I claim, and desire to secure by Letters Patent, is

1. The combination, with a cross-head guide having two bars arranged one above the other, of a cross-head provided With three gibs Aarranged one above the other in a vertical tier, two of lt-hem bearing against one of the bars and the third against the other bar, substantially as described.

2. The combination, with a two-bar guide, of a cross-head having three gibs, two of which bear against the under sides of said bars, respectively, the third bearing upon the upper side of one of the bars, substantially for the purpose set forth.

3. The combination, with the guide-bars A and B, arranged one above the other, of the cross-head C, having the three gibs G, II, and 

